Railway-vehicle.



vv, Couvin. "RAILWAY VEIHCLE. PPLICAION FlLED MAR. 2| 9l0 RENVEWED DEG. 7, 1914.

Patented Dec. 28, 1915.

z SHEETS-SHEET l.

W. COGPER.-

RAILWAY VEHICLE. APPLlcnloN FILED mm2. 1910. nENzwEn Dit. 1. 1914.l

. Patented D@@.28,1915.

v2 SHEETS-SHEET 2.

piu Vr l i:

. f l l ll.

WILLIAM COOPER, OF PITTSBURGH, PENNSYLVANIA, ASSIGNOR TO WESTINGHOUSE ELECTRIC AND MANUFACTURING COMPANY, A CORPORATION OF PENNSYLVANIA.

RAILWAY-VEHICLE. au? 1" Application .led March 2, 15119.v Serial No. 546,853. Renewed December 7, 1914. Serial No. 875,964.

To all whom t may concern:

Be it known that l, WILLIAM COOPER, a citizenv of the United States, and a residentof Pittsburgh, in the county of Allegheny and State of Pennsylvania, have invented a new and useful Improvement in Railway- Vehicles, of which the 'following is a specification.

My invention relates to railway vehicles andl particularly to such electrically propelled vehicles as comprise a pair of guide trucks located at the respective ends of the cab or body and a plurality of interposed driving wheel axles.

One object of my invention is to so censtruct and equip a railway vehicle of the class above indicated that its body may be virtually supported at three points, one of which is substantially in the center of the leading truck for either direction of operation.

I have 'for a second Iobject to provide means, under the control of the vehicle driver, for locking swing bolster trucks, such as are ordinarily employed in locomotive practice, against swinging, as desired, whereby the stability of the vehicle in operation may be increased by preventing the swinging of the trailing truck while permitting its swiveling movement.

Another object of my invention is to provide means for lockingthe trailing truck of the locomotive against both swinging and swiveling in order to increase the rigid wheel base of the loco-motive, without relinquishing the leading action of the swivel truck at the forward end of the vehicle for either direction of operation.

In electric locomotives having a plurality ot' driving axles constituting a rigid wheelbase and two swivel trucks located at the respective ends, as heretofore constructed, the vehicle body has ordinarily been msupported close to the king pin, the trucks being virtually single-point supporting trucks. A large proportion of the weight is of course borne by the driving axles, a system of equalizing bars being usually provided in order to properly distribute the weight and to permit the body to be resiliently mounted. This arrangement, however. is substantially equivalent to a two-.point support and, therefore, with center-.bearing swivel trucks,l four points of support for the vehicle body, are provided. It' sidebearing swivel trucks are substituted, for the center bearingv trucks having single-point supports, the stability of the locomotive is obviously not improved, since neither a four-point nor a six-point support is considered vdesirable for service of this character. rllhe diticulty might be partially overcome by locating a center-bearing truck at the leading end of the locomotive and a side-bearing truck at the trailing end. This arrangement, however, would be of advantage only when the locomotive is operated solely in one direction. In order to improve the stability and the operating characteristics of -railway locomotives provided with electric driving motors of large size, which are located in the cab, I provide means for changing eachxof the swivel trucks, which are located at the respective ends of the locomotive, from a center-bearing to a side-bearing lsupporting truck, as desired. Means are also provided for locking the trucks against either swinging, or swinging and swiveling, as hereinafter pointed out.l

ln securing the objective results referred to above without limiting the locomotive to one direction of travel, I utilize centerbearing swivel trucks, and providelmeans for so changing the trailing truck that it supports the body at two points without interfering, in any way, with the operation of the locomotive. The means which I prefer to employ are so simple that the locomotive driver is able to ei'ect the change by admitting air pressure `to a cylinder or cylinders very much as air pressure is admitted to the brake cylinders of the locomotive. Fm'thermore', the eoualizing system enlarged to include the trailing truck of which it is normally independent.

ln theI accoml'ianying drawings, Figure l is a partial side elevation of a locomotive constrlwted in accordance with my invention, a portion of one side of the cab being broken away. Fig. 2 is an end elevation, partially in cross-section, of the running gear of the locomotive showi g oneof the swing bolster guide trupks. F g. 3 is a part specification of Letters Patent. Patented Dec., 2%, laila.

here shown comprises a frame 1 which is located supported byl driving-axles 2 and 3 and swivel trucks 4 (only one of which is shown) at the respective ends of the vehicle, and a cab' 5, which is mounted on the frame.

Each of the wheel-axles 6 and'- 7 a bolster 8. a swing center 9, anda truck frame 10, the bolster y being resilientl'y supported upon the truck y frame by means of springs 11. The vehicle frame 1 is provided with body bolsters 12 which are directly abovethe truck-bolsters and each of them is provided with a swiveling plate 13 having a cylindrical recess 1st which is engaged by a cooperating cylindrical projection 15 of the swing center 9, the arrangement of )arts beingsuch that each of the `trucks t is adapted to swivel about its cylindrical projection 15 as as axis.

It is evident that the above described connection between the body of the vehicle and the trucks virtually constitutes a singlepoint support and, in order to increase the stability of the vehicle body, I provide a pair of levers 17 which are connected at `their inner ends, a's4 hereinafter set Jforth, to the equalizin'g system with which the locomotive is equipped, the opposite ends of the rods being connected by links 1S, to pistons 19 which operate within cylinders 20 that are rigidly secured tothe vehicle body. The levers 17 are provided are adapted to rest upon the upper surfaces of brackets 21, v that are secured to and form parts of the truck bolster 8, when the pistons 19 are forced downwardly by the admission of compressed air tothe cylinders'20. Positioning pins 17l are also associated with thelevers 17 for apurpose to be hereinafter explained. j i

The levers 17 are guided and are prevented from being displaced laterally by sets of projections 22 which extend rom brackets 23 that are secured to the locomotive side frames 1 by bolts or other suitable means. The brackets 21 are provided lwith sets of upwardly extending curved guide projections 24 which are concentrically related te the axis of the pivotal truck 4 and are spaced apart to provide slots 24 to receive the positioning pins 17 when-the levers 17 occupy their lower positions and respectively correspond to the projections and are directly below them. The parts are so' arranged that the levers 17 normally rest between the guide projections 22", except when the pistons 19 are forced downwardly by the admission of air te the cylinders 20. When this action takes place trucks 4' comprises a pair of the rods, however,

with rollers 32 that downwardly ricerca v the rollers are pressed downwardly against the upper surfaces of the brackets ,displacement while the swiveling action ot the truck is still permitted by reason ot' the contour of the guide members 24".

The ,equalizing system comprises a plurality of levers 23, links 24 and springs 25, which may be arranged in any suitable manner, that shown in Fig. 1 of the drawings being the usual arrangement. 24" oi the system are connected to the inner ends of the rods 17 instead oi being allixed to the vehicle trame. The vextremities et extend slightly beyond the points of connection with the links 2t andare supported by projections 26 of the frame 1 and interposed springs 27. Each of thepistons 19 is provided with a spring 28 which acts in opposition to the air pressure within the cylinder 2O and tends to keep the rollers 22 out of engagement with. the corresponding bracket 21.

It is evident that, under normal conditions, the equalizing links 21" are virtually connected to the vehicle frame through the springs 27, since the points ot connectirm between the links and the rods 17 are close to the springs 27 and are materially separated from the opposite ends oi the rods.

Since the two ends ot' the locomotive are substantially identical, I have only shown one end in order to use a larger scale and so make the drawings clearer.

their it is desired to operate the locomotive in one direction (for example in that indicated hy the arrow 2!) in Fig. 1) the stability ot the locomotive body may be improved materially byI applying com# pressed air to the cylinders 2() above 'the piston 15) at the trailing end ot the locomotive. lVhen thisI is done, the pistons are forced .lo\\'n\vardl \fr in opposition to the springs 2S and the rollers 22 are pressed into engagement with the brackets 21 of truck bolster H with sullicient torce t0 slightly separate. the tln'ust-bearing surfaces oi' the swing center 5l and the plate 13. In this way. the truck is converted into a side hearing swivel truck, the weight oi the body which is borne. by the truck heilig supported near the ends ot the truck bolster i11- stead et' at its central point. rThe downward pressure on the outer ends of the levers 17 relieves the springs 27 of the weight normally borne at these points and makes the levers part-s oi the equalizing system already described. flence, the locomotive is virtually supported at th 'ee points, one. heing at the center ot the leading truck and the other two in the enlarged eqnalizing- The end links a system, In operating the locomotive in the opposite direction, pressure should be applied to the cylinders at the rci ip'osite end of the vehicle By this means, it is possible lto niaintiin the saine relations for either direction of travel.

lf the rigid wheel base of the locomotive .is relatively short, the stability of the vehicle in operation may he increased by substituting the friction shoes 3() such as are shown' in Fig. 4 for the rollers 22 of` the other figures, while no curved guide projections are required. If pressure is applied to the rear cylinders 2() with this arrangement 'not only is the trailing truck converted from a center to a side bearing truck. but

furthern'iore, the trailing truck becomes a part of the rigid wheel base of the locoiiiotive.

l believe that my invention is broadly new, the structures illustrated in the drawings being only intended to represent an operative means for practising the same. Various other devices for accomplishing the same result will undoubtedly suggest themselves to those skilled in the art, and I desire, therefore, that only such limitations shall be in'ii'ioscd as are indicated in the appended clainis. y

l claim as my invention:

l. In a railway vehicle, the combination with a body frame and a swivel truck coniprising a pair of truck wheel axles and a frame havinga truck lholster upon which the body centrally supported, of means for transferring the weight of the body to two side points of support which are locatedI near the respective ends of the truck bolster. In a railway vehicle. the combination with a. frame havinLT a body bolster and a `v.truck comprising wheel axles and a frame having a truck bolster upon which the body bolster is centrally sul'iliorted, of means for teinliorz'irily supiiorting the body bolster at two points which are located near the re-l si'iective ends of the truck bolster without interfering with the swiveling of the truck.

1?. ln a lrconiotive, the comhinatioi'i with a frame having body holsters near its ends, a pair of swivel trucks upon which the frame is 'supported at the centers of the body holsters,` driving wheel axles located between the trucks, and edualizers for throwinga portion of the weight upon the driving wheel-axles. of piieuniatically operated means for changing the points of support for the frame from the centers of,

the body holsters to points near their ends, as desired. f l

4. In a locomotive, the combination with a frame having bodv holsters near its ends, a` pair `of `swivel trucks upon which the frame is supported at the centers of the body holsters, driving wheel-axles located between the swivel trucks, and equalizers comprising side springs above the respective driving axles, levers pivotally mounted onthe frame and links connecting the ends of the springs to the levers for throwing a portion of the weight upon the driving wheel-axles, of levers that ai'e connected to the equalizers and extend over the trucks, and. means carried by the frame for forcing the levers into engagement with the truck bolster-s near their ends to change the points of support from the centers of the body bolsters'to points near their ends, as desired.

5. ln a railway vehicle, the combination with a body member having swivel trucks located at its respective ends and interposed driving wheel-axles constituting a rigid wheel base, of means for locking the trucks against swiveling, as desired.

6. ln a railway vehicle, the combination with a body member having swivel trucks located at its respective ends, and interposed driving wheel-axles constituting a rigid wheel-base, of means for locking the trucks against swiveling, as desired, whereby the trailing truck may be rendered a part of the rigid wheel-base for either direction of v travel.

7. In a railway vehicle, thc combination with a body having center-bearing swivel trucks at its ends, interposed driving wheelaxles constituting a rigid wheel-base, and equalizers for yieldingly mounting the body on the driving wheel-axles, of levers forining extensions to the equalizers and project? ing over the truck bolster-s near their ends, friction shoes attached to the levers, and means for forcing the friction shoes into engagement with the bolster whereby the point of support is transferred from the center to the sides of the truck and the truck is locked against swiveling, as desired.

8. In u i'ailway vehicle, the combination with a body having center-bearing swivel trucks at vits ends, interposed driving wheelaxles constituting a rigid wheel-base, and equalizers for yieldingly mounting the body upon the driving wheel-axles, of levers forming extensions to the equalizers and.

projecting over the truck holsters near their ends, friction shoes `carried by the levers, Y

and actuating cylinders and pistons carried by the vehicle body for forcing the shoes into engagement with theI ends of the bolster at either end of the vehicle, as desired. wliereby the 'trailing truck may be changed from a center to a side-bearing triad,y and he Vlocked against sw-iveling.

9. ln a vehicle, the cou'ibination with a body and a truck having a swing-emitei` bolster, of inians for preventing the swinging of the truck bolster as desired.

10. In a railway vehicle.. the combination with a body and a (relitei-heariiig truck4 having a swing-center bolster, cf means for converting the truck from a center to a sidebearing truck and. for locking the truckl bolster against swinging.

11..,In a railway vehicle, the combination with a body having substantially parallel side frames, driving wheel axles and centerbearing swivel trucks on which the body isv supported, of a system of equalizers by which the vweight is distributed on the driving wheel axles, and means for extending the equalizers to include the swivel Atrucks and for converting them from'center to side-bearing trucks, as desired.

l2. Ina railway vehicle,'the combination with a body comprisinglside frames and a transom or body bolster, and a truck, comprising a swing-center truck `bolster, of means for' temporarily preventing the swinging of the truck bolster and for con'- verting the truck, from a .center to a side bearing truck as desired.

l13. In a railway vehicle, the combination with a body ,member and center-bearing swivel trucks locatedl at its respective ends and having swing-center bolsters, of means for locking the trucks against swiveling and preventing the swinging of the truck bolsters, as desired.

14. In a railway vehicle, the combination Awith va body member, center-bearing swivel trucks located at its respective ends and having swing-center bolsters and interposed driving wheel axles constituting a rigid wheel base, of means for locking the truck bolsters against swinging and for preventing the trucks from' swiveling, as desired, whereby the trailing truck may be rendered a part of the rigid wheel base' of the vehicle for either direction of travel.

15. In a vehicle, the combination with a pivotal truck, of means for locking' said truck against pivotal movement and redistributing the load thereon.

16. In a vehicle, 4the combination with a pivotal truck, of means controllable from the vehicle for converting said truckl into a rigid side bearing`truck.

17. In a vehicle, the combination with a body and a pivotal truck, of means for locking said truck to said body in alinement therewith and transferring theload from the center to the sides of said truck.

18. In a vehicle, the combination with a body and a pivotal truck, of power-operated means for preventing relative pivotal movements of said truck and body.

19. Inja. vehicle, the combination with a plurality of pivotal.` trucks, of means for locking the rear truck -against pivotal movement and-redistributing the load thereon.

20:71u a vehicle, the combination with a plurality of pivotal trucks, of means for converting therea'r truck into a rigid side bearing truck in'feither direction of operation.l

bolster, of means for locking said bolster against swinging and preventing pivotal 21. In a vehicle adapted for operation in opposite directions, the combination with a plurality of pivotal trucks, of selective means for converting the trailing truck into a rigid truck having side bearings.

22. In a vehicle, the combination with a body and a pivotal center-bearing truck, of controllable means for transferring the weight of the body to a plurality-.of transversely disposed points in substantially the middle transverse plane of the truck.

23. In'a. vehicle, the combination with a body and a pivotal center-bearing truck, of controllable means for transferring the weight of the body to a plurality of points in substantially the transverse plane of the 'pivotal connection.

24. In a vehicle, the combination with a body, and a multi-axle truck having a pivotal connection to said body, of controllable means for supporting said body solely upon transversely. disposed points intermediate the truck axles.

25. In a vehicle, the combination with a body and a pivotal truck for supporting said body, of 'manually controllable means for supporting said body solely upon a plurality of transversely disposed points without interfering with the pivotal movement of the truck.

'26. In a vehicle, the combination with a body and a pivotal truck having a swingbolster, of-means for locking said bolster against swinging while permitting pivotal movements of said truck.

27. In a vehicle, the combination with a body and a pivotal truck having a swingmovements of said'tiuck.

28. In a railway vehicle, the Vcombination with a body, driving wheel axles and centerbearing swivel trucks on which the body is supported, of a system of equalizers by which the weight is distributed on the driving wheel axles, and means for extending the equalizers to include the swivel. trucks and for locking said trucks against swiveling.

29. In a railway vehicle, the combination witha body, driving wheel axles and centerbearing swivel trucks on which the body is supported, of a system of equalizers by which the weight is distributed on the driving wheel axles, and means for converting the swivel trucks into rigid trucks and for Aextending the equalizers to include said trucks.

30. 4In a vehicle, the combination with a body, a main truck and an equalizer system for normally supporting said body, of a pivotal truck associated therewith, and con -trollable means for including said truck in said equalizer system.

Y 5.31. In avehicle, the combination with a body, driving .wheel axles, and a pluralityv meeuw "of end pivotal trucks, of an equalizer sys clnding one of said trucks in said equalizer tem whereby a virtual three-point suspension for said body is provided.

in a vehicle, the combination with a body, driving Wheel axles constituting ai 'l wheel base, and a plurality of end ndi ng trucks, el? equalizing means for sup )orting .said body solely upon said driving wheels and the rear guiding truck in either direction of operation. v

3B. In a vehicle, the combination with a driving Wheel axles constituting a l Wheel base and a pivotal rear guiding of means for increasing the length .be rigid Wheel. base to include said truck.

34. In a vehicle, the combination With a body, driving Wheel axles constituting a rigid Wheel base and a plurality of pivotal end guiding trucks, of means for extending the rigid Wheel base to include the rear guiding truck.

In a vehicle, the combination with a. body and a plurality of swing bolster end guiding trucks, of controllable means for locking the bolster of the trailing truck against swinging.

36. In a vehicle, the combination With a body and means for supporting said body, of selective means for elfecting a three-point suspension for said body whereby 4the f0r- Ward end thereoil is supported at a single point in either direction of operation.

1n testimony whereotl I have hereunto subscribed my name this 28th day of February, 1910.

WlLLIAM COOPER. Witnesses W. L. WATERS, B. HINES.

Gopies of this patent may be obtained for ve cents each, by addressing the Commssianer of Pia/tents, Washington, ZD. C. 

